Built as Erie 750A, 750D; owned by GE; leased by GE to Erie Railroad in 1954; operated in Erie colors with Erie numbers; returned to GE in 1959; rebuilt to UM20Bs and sold to UP.

b.

Sold to UP on 21 October 1959, delivered in April 1960; operated on UP for 3-1/2 years.

c.

Built as GE experimental cab units to compete with EMD's F9 series locomotives. Erie 750A (along with Erie 750B) was originally equipped with a 12-cylinder, 2000 horsepower Cooper-Bessemer FVA12LT engine; Erie 750D (along with Erie 750C) was originally equipped with an 8-cylinder, 1200 horsepower Cooper-Bessemer FVA8LT engine. Both A-units, along with the two B-units, were rebuilt in October 1959 with 12 cylinder, 2000 horsepower Cooper-Bessemer FVB12LT engines.

Built as Erie 750B, 750C; owned by GE; leased by GE to Erie Railroad in 1954; operated in Erie colors with Erie numbers; returned to GE in 1959; rebuilt to UM20Bs and sold to UP.

b.

Sold to UP on 21 October 1959, delivered in April 1960; operated on UP for 3-1/2 years.

c.

Built as GE experimental cab units to compete with EMD's F9 series locomotives. Erie 750B (along with Erie 750A) was originally equipped with a 12-cylinder, 2000 horsepower Cooper-Bessemer FVA12LT engine; Erie 750C (along with Erie 750D) was originally equipped with an 8-cylinder, 1200 horsepower Cooper-Bessemer FVA8LT engine. Both B-units, along with the two A-units, were rebuilt in October 1959 with 12 cylinder, 2000 horsepower Cooper-Bessemer FVB12LT engines.

UP 633-636 were built as GE demonstrators 2501, 2503, 2502, 2504, with original builder's date of February 1962; sold to UP in mid July 1962. Upon delivery to UP in July 1962 the build dates were changed to reflect the new warranty date of July 1962.

b.

UP 625-632 and 634-636 (11 units) were equipped with a high short hoods.

c.

UP 633 and 637-640 (five units) were equipped with low short hoods. UP 633 (as GE 2501) was the first U25B to be built with a low short hood.

d.

UP 632 was rebuilt in April 1969 by UP at Omaha, Nebraska, with a test installation of GE's new 12 cylinder engine and new alternator. The installation was completed to gather data for UP's new U50Cs that were then under development. The 12-cylinder engine and alternator were removed and the unit removed from service, without having had its original 16-cylinder reinstalled. UP 632 was sold to the Rock Island in 1972.

e.

UP 633, 638, 639, 640 were reconditioned by UP in 1968 and assigned to the hump yard at Pocatello, Idaho, replacing retired Baldwin AS-616s.

f.

UP 638 was repainted in July 1973 (while out of service at Council Bluffs, Iowa) by UP, including the then-current "We Can Handle It" slogan, and sent to Milford, Utah, to commemorate that city's 100 year anniversary. The unit was also used to represent Union Pacific at centennial ceremonies several other Utah and Idaho cities that year; returned to storage at Council Bluffs.

g.

Remaining 14 units sold to Morrison Knudsen on 14 August 1974 and moved to Boise, Idaho, for storage. Each unit was painted in a full black paint scheme, with a temporary MK number applied in white on the hood sides for identification.

h.

UP 628, 633, 638, 639, and 640 were rebuilt by Morrison Knudsen to TE53-1-4Es and sold to Oregon, California & Eastern Railroad 7604, 7602, 7605, 7601, and 7603 respectively. The rebuilding included reconditioned EMD 16-567B engines (rated at 1600 horsepower) and generators from retired former B&O F7s, installed in the original GE U25B car bodies. (See Pacific News, August 1976, p.17)

h.

UP 629 and 636 were rebuilt by Morrison Knudsen to S3-3B road slugs and sold to Oregon, California & Eastern 7606 and 7607. The rebuilding included removal of all components from the former U25B frame and completely new low profile car bodies.

i.

UP 630, 631, 635 were rebuilt by Morrison Knudsen to MK TE53-4Es 5303, 5302, 5301 respectively. The rebuilding included completely new car bodies and reconditioned EMD 16-567B engines and generators from retired former B&O F7s.

j.

UP 634 was rebuilt by Morrison Knudsen to SP's first road slug, road number 1600, completed on 1 May 1980.

i.

UP 637 was rebuilt by Morrison Knudsen to a TE53-1-4E and sold to Weyerhauser 310. The rebuild effort included reconditioned EMD 16-567B engines and generators from a retired former B&O F7, installed in the original GE U25B car body. Weyerhauser 310 was sold (transferred) to Weyerhauser-owned Oregon, California & Eastern 8012 in early 1980 upon the shut down of Weyerhauser's Headquarters Division. (See Pacific News, February 1976).

Notes:

1.

UP 625 was scrapped by Morrison Knudsen at Boise during October 1981.

2.

UP 626 was scrapped by Morrison Knudsen at Boise during October 1981.

3.

UP 627 was wrecked on 23 November 1968 at Aikens, Kansas; traded to GE in September 1971.

4.

UP 628 was rebuilt (including chopped short hood) to Oregon, California & Eastern 7605 (MK model TE53-1-4E), completed on 20 August 1976; to OmniTRAX;
to Econo-Rail (ECRX) 7604; used by Union Carbide, Seadrift, Texas, late 1998.

5.

UP 629 was rebuilt to Oregon, California & Eastern road slug 7606 (MK model S3-3B), completed on 26 June 1976; retired in 1991; sold in 1992 to Econo-Rail (ECRX) 7606; to Longhorn Railway (LHRR) 7606 during 1997; in service on Port of Beaumont (Texas); scrapped.

6.

UP 630 was rebuilt to MK 5303 (MK model TE53-4E), completed on 26 September 1975; used by Morrison Knudsen on Black Mesa & Lake Powell Railroad, Page, Ariz., until May 1977; used in Morrison Knudsen's national lease fleet until scrapped at Boise during December 1984.

7.

UP 631 was rebuilt to MK 5302 (MK model TE53-4E), completed on 5 September 1975; used by Morrison Knudsen on Black Mesa & Lake Powell Railroad, Page, Ariz., until May 1977; used in Morrison Knudsen's national lease fleet until scrapped at Boise during January 1985.

8.

UP 632 was sold without engine to CRI&P for parts to repair wrecked (cab damage) U25B 260 in October 1972; rebuilt by CRI&P to road slug 283 in April 1978; stored at former CRI&P Silvis shops until sold to Chrome Locomotive in March 1981.

9.

UP 633 was rebuilt to Oregon, California & Eastern 7602 (MK model TE53-1-4E), completed on 30 July 1976; retired in 1991; sold in 1992 to Econo-Rail (ECRX) 7602, out of service by October 2001.

UP 636 was rebuilt to Oregon, California & Eastern road slug 7607 (MK model S3-3B), completed on 1 July 1976; retired in 1991; sold in 1992 to Econo-Rail (ECRX) 7607.

13.

UP 637 was rebuilt to Weyerhauser 310 (MK model TE53-1-4E), completed on 24 December 1975; transferred to Oregon, California & Eastern in 1979; renumbered to OC&E 8012 in early 1980; retired in 1991; sold in 1992 to Econo-Rail in Texas.

14.

UP 638 was rebuilt to Oregon, California & Eastern 7605 (MK model TE53-1-4E), completed on 24 September 1976; retired in 1991; sold in 1992 to Econo-Rail (ECRX) 7605.

15.

UP 639 was rebuilt to Oregon, California & Eastern 7601 (MK model TE53-1-4E), completed on 26 June 1976; retired in 1991; sold in 1992 to Econo-Rail (ECRX) 7601; to Longhorn Railway (LHRR) 7601 during 1997; in service on Port of Beaumont (Texas).

16.

UP 640 was rebuilt to Oregon, California & Eastern 7603 (MK model TE53-1-4E), completed on 1 July 1976; retired in 1991; sold in 1992 to Econo-Rail (ECRX) 7603; to Longhorn Railway (LHRR) 7603 during 1997; in service on Port of Beaumont (Texas).

Original total of 38 C&NW units, numbered C&NW 5501-5537; 33 units went to UP at merger; C&NW retired five units (C&NW 5514, 5519, 5523, 5530 and 5536) prior to the merger. (These five retired units were sold by C&NW to Helm Financial during 1989; reconditioned and leased to UP as UP 886, 882, 871, 883, and 870; all except UP 882 were rebuilt to GP38-2s and are now in service as UP 2555, 2542, 2552, and 2541).

b.

Built as part of the 40-unit group for New York Central; to Penn Central in 1968; to Conrail in 1976; returned to lessor/owner in 1980 upon expiration of 15 year lease; two units (PC 3024 and 3043) were wrecked and retired by PC; remaining 38 units were purchased by Precision National Corp., in July 1980; C&NW leased the 38 units from PNC in late 1980, and purchased them during 1981; all 38 units, numbered C&NW 5500-5537, were rebuilt in June through December 1981 at C&NW's Oelwein, Iowa, shops, including new electrical cabinets and modifications to the throttle and dynamic braking controls.

Equipped with Automatic Train Control (ATC) for operation along former C&NW lines.

e.

Assigned UP 633-665 in August 1995, five units (UP 636, 637, 638, 648, 652) renumbered; assigned UP 685-717 in December 1997, three units renumbered (UP 689, 691, 698) renumbered; assigned UP 9967-9985 in December 1999.

f.

These five units were renumbered to this UP 633-665 group in August 1995 through July 1996 (UP 636, ex C&NW 5504, was the first, completed on 25 August 1995, and UP 638, ex C&NW 5507, was the last, completed on 3 July 1996).

g.

UP 636, 638, and 648 were built on EMD order number 7831; UP 652 was built on EMD order number 7851.

h.

Individual unit histories:

Road
Number

First
Number

Second
Number

Third
Number

Fourth
Number

636

NYC 3014

PC 3014

CR 3014

C&NW 5504

637

NYC 3016

PC 3016

CR 3016

C&NW 5506

638

NYC 3017

PC 3017

CR 3017

C&NW 5507

648

NYC 3035

PC 3035

CR 3035

C&NW 5524

652

NYC 3044

PC 3044

CR 3044

C&NW 5532

Notes:

1.

UP 636 was renumbered to UP 689 on 23 December 1997.

2.

UP 637 was renumbered to UP 691 on 23 July 1997.

3.

UP 648 was retired on 25 May 2001, but still on property; renumbered to WP 648 on 20 July 2001 to clear the UP 648 number for use by renumbered GP38-2 2148.

4.

UP 652 was retired on 12 October 2000, but still on property; renumbered to WP 652 on 19 December 2000 to clear the UP 652 number for use by renumbered GP38-2 2152.

F-M Erie A -- 8 units2000 horsepower; A1A-A1A trucks

F-M Erie B -- 5 units2000 horsepower; A1A-A1A trucks

A total of 8 Erie A units (UP 650-657) and 5 Erie B units (UP 650B-656B) were on UP's roster of locomotives.

Built as CRI&P 340-359, 362-369, 371-373, 4700-4719; owned by UP, leased to CRI&P; the remaining 51 units of the original 60 units, were returned to UP at time of CRI&P shut-down on 31 March 1981; nine units (CRI&P 370, 374-381) had been formally purchased by CRI&P and were not returned to UP.

b.

Twenty-eight of the 51 units returned to UP were repainted to UP, then 20 of those 28 were later relettered to MP; one unit was relettered back to UP; two additional former CRI&P units were repainted/relettered/renumbered directly from CRI&P to MP; making a total of 30 (of 51) units repainted yellow and renumbered from CRI&P to either UP or MP.

c.

All former CRI&P GP40s, including the 24 units in UP paint up to that time, were stored by UP beginning in June 1980, and remained in storage at Council Bluffs, Iowa, North Platte, Nebraska, Salt Lake City, Utah, and Yermo, California, through late 1983; few, if any, operated on UP prior to being stored; beginning in late 1983, the operable units were moved to Texas for service on the Missouri Pacific; by May 1984, 44 of the 51 former CRI&P GP40s had been moved to Texas, although only 20 actually operated on MP, the rest being stored; the remaining seven units not moved to Texas remained stored at Council Bluffs until their retirement.

d.

UP 625 and 626 had 61:15 gear ratio; UP 639 had 59:18 gear ratio; UP 645 and 646 had 61:16 gear ratio.

e.

Not equipped with dynamic braking.

f.

CRI&P 340-359 were built on EMD order number 7926.

g.

CRI&P 362-381 were built on EMD order number 7942

h.

CRI&P 4700-4719 were built on EMD order number 7263.

Notes:

1.

MP 600 was leased to NdeM in October 1989 to June 1991; stored unserviceable at Fort Worth, Texas; sold to National Railway Equipment, 9 October 1991; rebuilt by (??) to GP38MAC, to Nebraska Central 4204 in (??).

2.

CRI&P 341 was sold for scrap to Gray Supply Co., North Little Rock, Arkansas, in March 1985.

3.

CRI&P 342 was sold for scrap to Gray Supply Co., North Little Rock, Arkansas, in March 1985.

4.

MP 603 was sold to Wilson Railway Co., Des Moines, Iowa in November 1988; to Intermountain Transportation Services 301 in 1989, leased to UP without lettering, lettering applied by December 1990 (possibly lettered for Intermountain Western Railroad (IWRR) 301); sold to Helm Financial as Helm Leasing (HLCX) 301 before November 1993 (date of photo); reconditioned by AMF, Montreal, completed as Helm Leasing (HLCX) 4003 on 3 February 1995, seen on February 11, 1995; to Transportacion Ferroviaria Mexicana (TFM) 1157, after April 1997. (dates for ITS 301 and HLCX 301/4003 from Randy Keller, via email, February 5, 2006)

5.

MP 604 was sold to Morrison Knudsen, 28 October 1987, rebuilt to Metro North Commuter Railroad (MNCR) GP40FH-2 4186, completed on 27 August 1988.

6.

MP 605 was leased to NdeM in October 1989 to January 1991; stored unserviceable at Fort Worth, Texas; sold to Helm Financial, 17 March 1993. (renumber date to UP changed from "Jun 1983" to "bef Jun 1982" based on sighting of UP 605 on June 25, 1982, in storage at Yermo by Randy Keller , per email on February 1, 2006)

7.

MP 606 was first renumbered to UP 606 on 3 April 1980 (renumbered only, not repainted); sold to Morrison Knudsen, 28 October 1987, rebuilt to New Jersey Transit (NJT) GP40FH-2 4140, completed on 31 May 1989.

8.

CRI&P 347 was sold to Precision National Corp., Mount Vernon, Illinois, in July 1985; scrapped by Gray Supply Co., North Little Rock, Arkansas.

9.

MP 608 was leased to NdeM in September 1989 to February 1991; stored unserviceable at Fort Worth, Texas; sold to National Railway Equipment, Dixmoor, Illinois, 17 March 1993; to Dakota Minnesota & Eastern 4003 in September 1994.

10.

CRI&P 349 was sold to Precision National Corp., Mount Vernon, Illinois, in July 1985; scrapped, by Gray Supply Co., North Little Rock, Arkansas.

11.

UP 610 was sold to Morrison Knudsen, 28 October 1987, rebuilt to MNCR GP40FH-2 4184, completed on 18 May 1988.

MP 612 was sold to Morrison Knudsen, 28 October 1987, rebuilt to MNCR GP40FH-2 4185, completed on 3 August 1988.

14.

CRI&P 353 was sold for scrap to Gray Supply Co., North Little Rock, Arkansas, in March 1985.

15.

UP 614 was sold to Morrison Knudsen, 28 October 1987, rebuilt to NJT GP40FH-2 4144, completed on 9 August 1989.

16.

MP 615 was sold to Morrison Knudsen, 28 October 1987, rebuilt to MNCR GP40FH-2 4187, completed on 1 September 1988.

17.

MP 616 was leased to NdeM in October 1989 to February 1990; wrecked on NdeM and scrapped in Mexico.

18.

CRI&P 357 was sold to Precision National Corp., Mount Vernon, Illinois, in July 1985; scrapped by Gray Supply Co., North Little Rock, Arkansas.

19.

CRI&P 358 was sold to Precision National Corp., Mount Vernon, Illinois, in July 1985; scrapped by Gray Supply Co., North Little Rock, Arkansas.

20.

CRI&P 359 was sold for scrap to Gray Supply Co., North Little Rock, Arkansas, in March 1985.

21.

CRI&P 362 was sold for scrap to Gray Supply Co., North Little Rock, Arkansas, in March 1985.

22.

CRI&P 363 was sold to Precision National Corp., Mount Vernon, Illinois, in July 1985; scrapped by Gray Supply Co., North Little Rock, Arkansas.

23.

MP 622 was leased to NdeM in October 1989 to May 1990; stored unserviceable at Fort Worth, Texas; sold to National Railway Equipment, Dixmoor, Illinois, 17 March 1993; to Dakota Minnesota & Eastern 4004 in September 1994.

24.

CRI&P 365 was sold for scrap to Gray Supply Co., North Little Rock, Arkansas, in March 1985.

25.

CRI&P 366 was sold to Precision National Corp., Mount Vernon, Illinois, in July 1985; scrapped by Gray Supply Co., North Little Rock, Arkansas.

26.

CRI&P 367 was sold to Precision National Corp., Mount Vernon, Illinois, in July 1985; scrapped by Gray Supply Co., North Little Rock, Arkansas.

27.

MP 626 was sold to Morrison Knudsen, 28 October 1987, rebuilt to MNCR GP40FH-2 4189, completed on 28 December 1990.

28.

CRI&P 369 was sold for scrap to Gray Supply Co., North Little Rock, Arkansas, in March 1985.

29.

MP 628 was sold to Morrison Knudsen, 28 October 1987, rebuilt to SSW GP40-2 7274, completed on 9 November 1990 (assigned UP number 5391).

30.

MP 629 was sold to Morrison Knudsen, 28 October 1987, rebuilt to MNCR GP40FH-2 4188, completed on 30 November 1990.

31.

CRI&P 373 was sold for scrap to Precision National Corp., Mount Vernon, Illinois, in July 1985.

32.

MP 631 was leased to NdeM in October 1989 to January 1991; stored unserviceable at Fort Worth, Texas; sold to sold to National Railway Equipment, Dixmoor, Illinois, 17 March 1993; to Dakota Minnesota & Eastern 4005 in September 1994.

33.

MP 632 was leased to NdeM in November 1989 to March 1990; stored unserviceable at Fort Worth, Texas; sold to National Railway Equipment, 17 March 1993; to Missouri & Northern Arkansas (Railtex) 632.

34.

MP 633 was leased to NdeM in October 1989 to January 1991; stored unserviceable at Fort Worth, Texas; sold to Phoenix Railway Corp., Spokane, Washington, in February 1992; sale rescinded; sold to Helm Financial, 3 April 1992.

35.

CRI&P 4703 was sold to Precision National Corp., Mount Vernon, Illinois, in July 1985; moved to Mount Vernon by August 17, 1985 (date of photo).

36.

MP 635 was leased to NdeM in November 1989 to May 1990; returned to UP and stored unserviceable; scrapped by UP at Laredo, Texas, in November 1991; frame only sold for scrap to Southwest Railroad Car Parts, Longview, Texas, in February 1992.

37.

UP 636 was leased to NdeM in November 1989 to January 1991; stored unserviceable at Fort Worth, Texas; sold to National Railway Equipment, Dixmoor, Illinois, 17 March 1993; to Missouri & Northern Arkansas (Railtex) 636. (renumber date to UP changed from "Jun 1983" to "bef Jun 1982" based on sighting of UP 636 on June 25, 1982, in storage at Yermo by Randy Keller , per email on February 1, 2006)

38.

MP 637 was sold to VMV Enterprises, Paducah, Kentucky, at VMV on 28 January 1989; sold to Helm Financial and leased to UP as UP 856 in July 1989; returned to Helm in May 1998; rebuilt to GP38-2 and leased to UP as UP 2533, 30 July 1998.

39.

CRI&P 4707 was sold to Precision National Corp., Mount Vernon, Illinois, in July 1985; scrapped by Gray Supply Co., North Little Rock, Arkansas, inSeptember 1985.

40.

MP 639 was leased to NdeM in October 1989 to March 1991; returned UP and stored unserviceable; sold to Phoenix Railway Corp., Spokane, Washington, in February 1992; sale rescinded; sold to Helm Financial, 27 March 1992.

41.

UP 640 was leased to NdeM in October 1989 to June 1990; stored unserviceable at Fort Worth, Texas; sold to National Railway Equipment, Dixmoor, Illinois, 17 March 1993; to Missouri & Northern Arkansas (Railtex) 640.

42.

CRI&P 4710 was sold to Precision National Corp., Mount Vernon, Illinois, in July 1985; scrapped by Gray Supply Co., North Little Rock, Arkansas.

43.

MP 642 was leased to MP as CRI&P 4711 in February 1984; painted yellow and gray, with MP lettering in June 1985; leased to NdeM, delivered on 20 October 1989; returned to UP and stored in March 1990; sold to National Railway Equipment, 17 March 1993.

44.

UP 643 was leased to NdeM in October 1989 to June 1990; stored unserviceable at Fort Worth, Texas; sold to National Railway Equipment, Dixmoor, Illinois, 9 October 1991; to Dakota, Minnesota & Eastern 4002 in September 1994.

45.

CRI&P 4713 was sold to Precision National Corp., Mount Vernon, Illinois, in July 1985; scrapped by Gray Supply Co., North Little Rock, Arkansas.

46.

UP 645 was relettered to MP 645 in February 1985; leased to NdeM in October 1989 to January 1990; returned to UP after being wrecked (fire damage) while on lease to NdeM; relettered back from MP 645 to UP 645 on 25 January 1990; stored unserviceable; sold to National Railway Equipment, Dixmoor, Illinois, 17 March 1993; to Missouri & Northern Arkansas (Railtex) 645.

47.

UP 646 was sold to Morrison Knudsen, 28 October 1987, rebuilt to NJT GP40FH-2 4141, completed on 19 May 1989.

48.

UP 647 was leased to NdeM in September 1989 to February 1990; stored unserviceable at Fort Worth, Texas; sold to Phoenix Railway Corp., Spokane, Washington, in February 1992; sale rescinded; sold to Helm Financial, 3 April 1992.

49.

UP 648 was sold to Precision National Corp., Mount Vernon, Illinois, in July 1985; scrapped by Gray Supply Co., North Little Rock, Arkansas.

50.

CRI&P 4718 was sold to Precision National Corp., Mount Vernon, Illinois, in July 1985; scrapped by Gray Supply Co., North Little Rock, Arkansas.

51.

CRI&P 4719 was sold to Precision National Corp., Mount Vernon, Illinois, in July 1985; scrapped by Gray Supply Co., North Little Rock, Arkansas, inSeptember 1985.

Original total of 16 units, numbered WP 3501-3516; 15 units to UP at merger; WP 3505 was retired by WP prior to the UP merger.

b.

UP 658 (ex WP 3509) was the first former WP units to be repainted to UP, completed on 23 November 1983.

c.

UP 651 was relettered to MP 651 on 22 May 1985, then relettered back to UP 651 on 17 April 1988.

d.

UP 662 was relettered to MP 662 on 21 May 1984, then relettered back to UP 662 on 26 April 1989.

e.

UP 665 was relettered to MP 665 on 23 May 1985, then relettered back to UP 665 on 12 March 1988.

f.

Some sources show that UP 661 was retired on 3 July 1987 and sold for scrap; current UP records show UP 661 as one of the units retired on 5 April 1993 and returned to lessor.

g.

(‡) denotes North Little Rock style lettering.

h.

UP 651-659 were built on EMD order number 7878.

i.

UP 660-665 were built on EMD order number 7981.

Notes:

1.

All 15 units were retired upon expiration of their lease to UP; returned to owner/lessor; rebuilt by Morrison Knudsen at Boise, Idaho, to GP40-2s for service on Kansas City Southern (unknown if units were sold or leased).

Original total of 28 units, numbered WP 3517-3544; 26 units to UP at merger; WP 3527 and WP 3540 were retired by WP prior to the UP merger.

b.

WP 3532 was painted full UP yellow and gray and lettered for Western Pacific in late March 1983, the first former WP unit to receive yellow paint. Relettered to UP 680 in December 1983.

c.

WP 3517-3526 were assigned UP 666-691. Only seven units carried UP numbers: one (UP 680) was the only unit fully painted yellow and gray, completed in December 1983. The other six (UP 676, 679, 681, 684, 686, 690) were only temporarily renumbered to their assigned UP numbers during a 30-day lease to MKT during August and September 1985.

d.

All 26 former WP unrebuilt GP40s were placed into storage at Stockton in March 1983; then in late March, all stored units were moved from Stockton to Oroville, and in May they were moved to Portola. In August the units were moved to Salt Lake City, joining other WP units already in storage there.

e.

All 26 units were removed from storage at Salt Lake City, Utah, and sent to MP in January 1984 for service in Texas, being assigned to Fort Worth, Texas, for maintenance. In April 1985 the units were placed into storage (at Houston and Spring, Texas, and North Little Rock, Arkansas.) to avoid maintenance costs until their lease expired. MP had planned to purchase the units after the lease expired, and rebuild them into GP38-2's, but the projected cost of that program was found to be too high and the units were retired instead.

f.

WP 3517-3526 were retired in August 1985 upon expiration of the 15 year lease; returned to owner/lessor on 31 August 1985. Between September 1985 and February 1987, the units were leased to Kyle Railways (five units in September 1985 to November 1986), MKT (five units, July 1986 to September 1986), and Soo Line (ten units in September and November 1986 to February 1987). Upon return from lease to Soo Line in February 1987, all 10 units were moved to Mid-America Car in Kansas City for reconditioning and lease to start-up Chicago, Missouri & Western.

g.

During August and September 1985, UP leased six GP40s in the WP 3527-3544 group to MKT for 30 days for service on their OKT, former-CRI&P, lines. The units were all still in full WP paint and numbers, they were renumbered to UP 600 series numbers by blacking out their former WP lettering and numbers and spray-painting the UP numbers on the cab sides in orange. All 16 units in the WP 3527-3544 group were leased to MKT, but only six were actually sent to MKT, the other ten not being in operating condition. Included were UP 676 (WP 3528), 679 (WP 3531), 681 (WP 3533), 684 (WP 3536), 686 (WP 3538), 690 (WP 3543). The units were returned to UP in September 1985 and stored at Lloyd Yard in Spring, Texas. The other 10 units had remained in storage at either Spring or Houston, Texas.

h.

WP 3527-3544 were retired in September 1986 upon expiration of their lease; returned to owner/lessor, GATX; stored on UP property until late February 1987, when GATX shipped the units to Mid-America Car in Kansas City for reconditioning. WP 3529, 3539, UP 686 and 690 were shipped from North Little Rock in primer paint with their UP or WP numbers in white. UP 680 (ex WP 3532) was the only yellow unit in the group.

i.

WP 3517-3526 (10 units, returned to owner GATX in August 1985) and WP 3527-3544 (16 units, returned to owner GATX in September 1986) were leased to the Chicago, Missouri & Western Railroad (CMNW) in April 1987 for that new road's start-up. The group of 26 units were renumbered to CMNW 3000-3009, 3011-3025, 3010. In January 1990, all 26 units passed to Gateway Western Railway (GWWR), as successor to bankrupt Chicago, Missouri & Western. In July 1990, five units were sold to Morrison Knudsen for rebuild to SP/SSW GP40-2s. All were completed in November 1990. In September 1990, 17 units were sold to Wilson Railway Co., for resale to Wisconsin Central, Ltd. Between September 1990 and January 1991, the units were rebuilt by WC's North Fond du Lac shops, emerging as fully painted WC units. Four units remained in service on Gateway Western: GWWR 3008 (ex WP 3525), GWWR 3013 (ex WP 3530), GWWR 3019 (ex UP 684), and GWWR 3020 (ex WP 3537).

j.

WP 3517-3526 were built on EMD order number 7272.

k.

WP 3527-3544 were built on EMD order number 7332.

Notes:

1.

WP 3517 was renumbered to CM&W 3000; to GWWR 3000; to WC 3000.

2.

WP 3518 was renumbered to CM&W 3001; to GWWR 3001; to SSW GP40-2 7277, completed on 18 November 1990 (assigned UP number 5394).

3.

WP 3519 was renumbered to CM&W 3002; to GWWR 3002; to WC 3002.

4.

WP 3520 was renumbered to CM&W 3003; to GWWR 3003; to WC 3003.

5.

WP 3521 was renumbered to CM&W 3004; to GWWR 3004; to WC 3004.

6.

WP 3522 was renumbered to CM&W 3005; to GWWR 3005; to WC 3005.

7.

WP 3523 was renumbered to CM&W 3006; to GWWR 3006; to WC 3006.

8.

WP 3524 was renumbered to CM&W 3007; to GWWR 3007; to WC 3007.

9.

WP 3525 was renumbered to CM&W 3008; to GWWR 3008.

10.

WP 3526 was renumbered to CM&W 3009; to GWWR 3009; to WC 3009.

11.

UP 676 was renumbered to CM&W 3011; to GWWR 3011; to WC 3011.

12.

WP 3529 was renumbered to CM&W 3012; to GWWR 3012; to WC 3012.

13.

WP 3530 was renumbered to CM&W 3013; to GWWR 3013.

14.

UP 679 was renumbered to CM&W 3014; to GWWR 3014; to WC 3014.

15.

UP 680 was renumbered to CM&W 3015; to GWWR 3015; to WC 3015.

16.

UP 681 was renumbered to CM&W 3016; to GWWR 3016; to SSW GP40-2 7279, completed on 30 November 1990 (assigned UP number 5396).

17.

WP 3534 was renumbered to CM&W 3017; to GWWR 3017; to WC 3017.

18.

WP 3535 was renumbered to CM&W 3018; to GWWR 3018; to SSW GP40-2 7275, completed on 10 November 1990 (assigned UP number 5392).

19.

UP 684 was renumbered to CM&W 3019; to GWWR 3019.

20.

WP 3537 was renumbered to CM&W 3020; to GWWR 3020.

21.

UP 686 was renumbered to CM&W 3021; to GWWR 3021; to SSW GP40-2 7280, completed on 30 November 1990 (assigned UP number 5397).

22.

WP 3539 was renumbered to CM&W 3022; to GWWR 3022; to WC 3022.

23.

WP 3541 was renumbered to CM&W 3023; to GWWR 3023; to WC 3023.

24.

WP 3542 was renumbered to CM&W 3024; to GWWR 3024; to WC 3024.

25.

UP 690 was renumbered to CM&W 3025; to GWWR 3025; to WC 3025.

26.

WP 3544 was renumbered to C&MW 3010; to GWWR 3010; to SSW GP40-2 7278, completed on 30 November 1990 (assigned UP number 5395).